Two of these National types were later sold to McGills of Barrhead originally for their Barrhead-Paisley-Renfrew service, and later for their Barrhead-Glasgow service after a weight limit prevented their continued use on the Paisley Service,[8][9] with the others going to Hampshire Bus in Winchester. Some later saw use as airport buses with British Airways, and then as non-PSV exhibit buses[10][11] (in 2008); at least one of these buses was undergoing preservation by 2003.[12]

Following the trials and demonstrations, no UK operators decided to place orders for the Leyland DABs, except for South Yorkshire Transport in 1985, the bus operating company now divested from the SYPTE. SYT placed an order for 13 buses of the DAB bodied type, which saw service in a blue and cream liveried City Clipper circular service[13] and the X91 Fastline route.[14] These buses survived privatisation of the PTEs and saw service with the privatised operator Mainline in Sheffield[15] and Rotherham,[16] lasting in Mainline service until 1999. They were also loaned for demonstration to London Buses, with one seeing service with the Selkent division in 1992.[17][18]

Towards the new millennium, interest was revived in the more advanced, lighter, low-floor designs being introduced, and the first second-generation articulated buses were introduced by First Group in Manchester in 1998/1999 on route 135.[21] Articulated buses were first introduced in London in the early 2000s. Later, First Group, in collaboration with Volvo Buses and Wrightbus, developed the Wright StreetCar. First Group branded this the ftr concept, for use in the introduction of new bus rapid transit schemes. The ftr is used in York, Leeds and Swansea.

Use of conventional articulated buses has extended beyond London, into the other English regions, as well as Scotland and Wales. Cardiff Bus secured the first Statutory Quality Bus Partnership in the UK which prompted the introduction of high technology artics.[1] While Arriva has the largest single fleet, in London, First operates the most artics in the UK, across its subsidiary companies.[1]

The majority of UK artics are based in London, driven by the tendering specification system of Transport for London, the regulation authority responsible for bus services in London. The introduction of 'bendy buses' in London caused several issues, including safety and fare evasion.

By 2008, the London fleet stood at 393 buses. In August 2008, following the election of Boris Johnson as Mayor of London, it was announced the bendy buses would be withdrawn as their 5-year operating contracts came to an end, starting from May 2009, and completed by 2013 (or 2015 depending on contract extensions),[22] but likely the end of 2011.[2] With the majority of London operators of bendy buses also having significant provincial fleets in the UK, namely Arriva and the Go-Ahead Group, it is possible these buses could find alternate usage elsewhere in the UK, although it is also possible they could be sold to the other countries where their usage is more prevalent, although this would be hampered by these buses being right hand drive.

In 2006, Cardiff Bus took delivery of 19 Scania OmniCitys valued at £4.5million or £235,000 each. Most are being used on the Capital City Red services to Ely to increase capacity on a route previously operated by Super Pointer Darts and to improve infrastructure on the route, and the aim is that the Ely corridor will become the first Statutory Quality Bus Partnership in Wales. The buses operate every five minutes.[1]